Vehicle ventilating system



Dec. 28, 1937. w. J. MAYER v VEHICLE VE NTILATING SYSTEM Filed July 5, 1934 .2 Sheets-Sheet l I N V EN TOR. Wuum pl MAYER.

ATTORNEY.

w. J. MAYER 2,103,990 VEHICLE VENTILATING SYSTEM I Filed July 5, 1934 2' Sheets- Sheet 2 Dec. 2 1937.

Patented Dec. 28, 1937 my I .11. I. t l v Philadelphia, Pa., a corporation of Pennsylvania. i 1

l I L Application July 5, 1934, Serial-No. 733,809

4 Claims. (01. 98-13) This invention relates to self-propelled vehicles the source of motor power l3 and exhausting and more particularly to air conditioning and from the compartment into the slip stream about ventilating systems 'for such vehicles. Among the Vehicle m Substantially rectangular the objects or the invention are the obtaining of Opening 14 in the D the tram- The 1'00! conditioned air in the vehicle, in both summer o truction adjacent the open I4 s suc s 5 and yvinter seasons, the equitable addition'of to p e e t the i g e of rain. SHOW, into fresh air and the proportioning of the same to the motor comp and is 50 arranged to the return air from the compartments of the vecarry off su h foreign ma t r. C n r lly f h s hiele, 'a proper arrangement of the system with opening and co-extensive to its length are 110- l0 respect to the body of the vehicle, the elimina- Sitioned a pl l ty f individual exhaust op 1 tion or harmful materials from the air, etc. i s ne f r each. cylinder, The air now is ,Fig. 1 is a side elevation of a self-propelled thus directly into the train, throughthe motor type vehicle showing a large number of the incompa m and Outward into the'$11PSt1'e8Im- UNITED STATES PATENT OFFlCE.

take and exhaust openings for'the air condition- Cooling and ventilation of the storage com- 15 ing system of the train. partments which are beneath the floor of the 15 Fig. 2 is a plan view of th tr i of Fig, '1, train and interiorly of the vehicle side walls and Fig. 3 is an enlarged plan to the rear of the bottom r ly is as a y a mp ish d y a line 3-3 of Fig. 1. plurality of streamlined openings i8. Ventila- Fig. 4 is a transverse cross section along the 1110!! oflcompaltmellt 27 15 Preferably independent line 4-4 of Fig. 3. I

Fig. 5 is a partial perspective of the phantom exhaust openings into the air slip stream at vartype showing the portion of the vehicle similar lous poi t An peni 33 e hau ts'irom t e to the portion shown in'the plan view of Fig. 3. D of the compartment and there are 8 P Fig. 6 is a partial perspective of one of the rality of openings at each side of the same which door openings illustrating the air intake. r l may be adjusted at will at the points 34, 35, 38,

,Fig.' 7 is a further partial view of the intake de- 31 and 8 t r g e i pressures inside and tails. e outside or the train as well as to create a supply Self-propelled vehicles for operation with diof fresh air. The compartment is additio versified rail transportation obviously incorpoally connected by pressure equalizing means I! of the compartment'forward of the same and has rate a multiplicity ofcompartments for one purpositioned centrally and near the top of the wall 30 v pose or another. In. the structure illustrated the 40 b w he W compartments; This means 1 embodiment comprehends such an arrangement y inclu e fi ter of Su l s rt and fans to t having the following main compartments with create a forced draft or air flow. one way or the additional smaller compartments the cab or enother. if ne e a v- T e c par m t 28 fu gine control room 20, the motor or engine comcommunicates in the air conditioning scheme by 35 partment 2|, and utility compartments-22, 23 an opening it with the outside atmosphere and p and 24 which may be used for various purposes a passageway M'which may or may not com- Such, for example, as baggage, freight, express municate with. the next compartment 20, dependor mail compartments, etc. any one 01' which uses ing upon the condition oi the door openings theremay require particular interior equipment-the between. However, the compartment 24 is like- 40 compartment 25 providing a buffet and entrance v wise in communication with the outside atmosvestibules 26 and- 29, passenger compartments 2?, phere through an opening 48. The openings Ii 28 and 32, and smaller compartments 30 and 3!. and 43 may eachhave fans in addition to filter Each and allot the-compartments are either 61- means and the compar m n is i nally in 45 rectly or indirectly in communication with the communication with the outside atmosphere by a 45 outside atmosphere and the air conditioning plurality of streamlined openings Ill: The air equipments appertaining to the particular comexhaust openings at M, 48, 45, 51, etc., open into partment unit. g

To attain a suflicient cooling of the motive concealed within the confines of the flexible wall .50 power means or the train, duplicate air intake sections 95 completing the streamline contours b openings It are positioned at either side or the o! the car units through the articulated area.

iorward end of the'vehicle allowing the passage The compartments 2!, 2t and 27 are in com 01 the air directly into the train through air ducts ,munication with the outside air by plural openin the upper part of the vehicle and through fans lugs 45 and an 4 opening 48 and are intercoml I into the motor compartment 12 passing about inunicating, as far as the air system is concerned, 55

the articulated areas oi. the train and are each v even be utilized as suitable washrooms.

take for the air conditioning system of this unit of the train, which opening is in communication withv the compartment 28 only at periods when the train is at standstill and the doors 48 are open. At other times the air intake through the doors 48 through the step well is normally formed a closed compartment by the movable floor section l8 which efiectually maintains the fresh air and car air through separate conduit systems. At the rear of the ,car unit'are small compartments 49 and 50 which may serve as lockers for the train crew or provide baggage room for hand luggage such as suitcases or handbags, or The compartments #9 and 58 can be in communication with the compartment 21 by grills and air filters at the points 5L The train unit system shown is of the articulated type comprising three units 52, 53 and 54, the latter of which includes about nine compartments and utilizes air conditioning equipment and preferably separate conditioning units for each main passenger compartment. The

, forward compartment 28 is indirect communication with the compartments 55 and 56, the

- former of which is in communication with the outside atmosphere through the grille means 57 opening in the articulated area and shielded from weather conditions as are similarly the openings at H, 48 and 48 of the car units 52 and 53. Compartments 21 and 28 are normally separate compartments as found in the usual car construction, although when the doors between these two compartments are open a communication of conditioned air therebetween will occur. The compartments 88 at either side of the car communicate with compartments II by grills 58 approximately one quarter of the ceiling distance above the floor. As compartments II and 32' are normally in communication, the circulation of air can go from the latter to the former. Furtherequalization of pressures inside and outside the car and circulation of the ventilating medium the .air return to the conditioning units and a systemv of air ducts carrying the conditionedlairfrom the conditioning apparatus to grill openings adjacent the ceilings of the transversely extending walls at the ends of thevarious compartments. For ccmpartment'2'l this is accomplished by .a fresh air intake 89 throughthe step well at one side of the compartment=26 and a return air grill at the point 88 at the forward ,end of the car. Two intakes communicating thence to the opening 64, a percentage of air' leaving the car through the compartment by way of the elements 5! and 45, and furthen'loss of air through the grills 41 at either side of the car aisle which passes into the compartments :5

and 26 outwardly thereof through openings '35 It is thus seen that the loss of air from points 35 and 45 is compensated for by the intake of fresh air through the step well 59 and a continuous circulation of conditioned air is maintained. This system of circulation is likewise followed in the car unit 54 by a conditioning apparatus for compartments 28 and 32, the circulating system in this instance being fresh air from the points 50 and 6!.

The air conditioning for compartment 28 which is the main passenger compartment, is controlled primarily by fresh air inlets at points 88 and BI through the step wells of the doors. Fresh air from the outside is drawn in through louvres and grills containing filters, etc., in the lower portions of the doors as at 35, these air intakeopenings being substantially similar to the intake opening at the point 59 for the air conditioning system of compartment Zl. These are fresh air inlets and add about 15% of fresh air to the air conditioning circulating system of the car, the remainder being return air from the car compartment. This return air from the car compartment comes from compartment 28 through grills 85, the grills 85 connecting with air ducts it carrying the return air into the duct i1. The fresh. air from the step wells 80 and N is conveyed through a grill S6 at right angles to the intake air flow, thus effectually throwing out any foreign material such as snow, ice, dirt, etc., which is also additionally eliminated by the louvres and grills in the doors per se, the grills 86 connecting with ducts 61, the ducts 61 and 11 being common at the point 68 where it enters the conditioning units 69. The conditioning units 68 send the conditioned air through a duct II which exhausts into the car compartment 28 through the grills 12. It is thus seen that a continuous circulation occurs between fresh air,

return air and conditioned -air, the system being a continuous system, the intake air openings 85 being below the seats 88 and the grills 12 being above the door 18. Each air conditioning unit is in a hermetically sealed compartment, the compartment serving as a reservoir of return and fresh air and the unit receiving from the compartment the air supply which is conditioned and then exhausted from the conditioning unit into a duct which carries the conditioned air to the car compartment. 'The car unit 28 is also in communication with the outside air so that equalized pressures are maintained inside and outside the car.

The conditioning units for compartment 82 has a fresh air intake at point 82 in the side of the car and return airgrills at M, the intake 62 communicating with a fresh air duct 19 and the grills 14 communicating with a return air duct 8! both greater detail, this ngurerepresenting any one of intakes through the step wellsand having (a movable floor section II which completes the floor surface I. when the car doors .4 are closed and the car is in motion. the bottom step 00' when closed, serving to complete the compartment enclosure. This small compartment 82 is defined-by theside'walls I adjacent the steps 98. The airienters through the grillsand louvres eliminates any rain, snow, sleet, etc. from the air at II in the direction ofthe arrow, makes a right angle turn into the grill ,due to the fact that v ll, 93 and .0 form a box having an intake at fit-and an exhaust at ll. This eifectually in winter time and dust and dirt in other seasons of the year. It further avoids intake openings in the slip stream of the car and, has other features of merit. The changed di ection of the air effects elimination of some foreign matter by centrifugal forces. The direction through the louvres aids in this and the grills and filters remove other matter not removed due to the centrifugal forces, The ice and snow do not gather in the step wellsbecause of the warm condition at this point in the winter time. A

To facilitate the heat'transfer'of therefrigcrating units, additional compartments arev positioned beneath the car floors. and in- ;teriorly of the curved outer surface walls-SO, two of which are indicated at points l'ljjja'nd Ill, Each of these compartments has an intake ope't'iingrll and an exhaustopening '1 with suitable heat transfer coils centrally at and, .re-- spectively. 'Iiieseelements of the conditioning system operate by an air intake at 92 into the. closed compartments denned by the walls ii and ll passing through the coils .at M andjliandexto the atmosphere'at points O1. 7 a While by way of illustration d example 1 have descrflied-my invention in connection with a v I q I 1 ,2,1os,ooo above thekentran ofithe compartment. mrigure'ithestepwellisshewninsomewhat andthe preferred manner of practicing'it, itwill apreferredembodhnentthercof'asto-structure,..--

be'obvious to those skilled in the art, after understanding the foregoing specification, that various changes and modifications may be made without departing from the spirit or scope of the invention and I aim in the appended claims to cover all such modifications and changes.

What I" claim is:

1. An air intake for streamline trains compris ing, in combination, a step well, a movable floor section forming a top to the step well, car doors forming closed sides of the step well and a I)!!! oted step completing a closed compartment of said compartment and means at an angle thereto I for transferring the air intoa conditioning duct system of the vehicle. g

3, An air intake for vehicles com rising in combination, a step well, means to cl v the well and constitute it a compartment-' when the vehitogether with entrance and air.

cle is closed, exit means connected with said well. and an air conditioning 'duct system on the vehicle'communicating with the exit means.

. ,4. In a vehicle having an air conditioning system, a step well, vehicle doors closing said step well and constituting its closed off compartment for the system, said vehicle doors containing the Mi s" com a o s v t lwmn t I i v LII-7AM {L ,mm

; whenrthe vehicle isv closed, /such compartmentconstituting a part of afresh air entrance duct 

